derf

I have had these a long time. But they're just collecting dust now. A couple of sanders, a couple of drills, and a circular saw. They all still work. I don't know much about them except for what is on the labels and box. One of the drills has no labels. The other drill has an unreadable label beyond saying Black & Decker. $50 plus shipping from 80108.

You may want to give these a try... https://www.quadratec.com/products/16751_02.htm Edit: they are out of stock. These are more expensive but available https://www.summitracing.com/parts/ssh-bwc601?srsltid=AYCX9vKf50IjhMX93nk0YHQPQyC1YYLnbNRzB6AzCWvN7ebXaGe7D5jl

And more out on Breakneck pass

Fairplay CO

A number of those driers have a port where you screw in the pressure switch. Look for a plastic plug in the one you got. Usually up by the top. You will need to put something in that hole one way or another. On RockAuto's website, under Electrical-Switch & Relay, there is an A/C Refrigerant Pressure Switch. They're pretty cheap.

I did work on commercial airline cockpit systems. And a couple of military planes.

I spent a good portion of my career working on glass panels for several aircraft. And, for what it's worth, my father worked on the first civilian digital cockpit systems starting in the late 70s. So not a big leap for me.

So, dad was an engineer working on avionics too. He was fully instrument rated. I remember a flight one day taking off into the clouds with zero visibility the whole way. He used the NAV radios with DME and charts, knowing exactly where we were the whole time. I had learned enough to follow along. This was back well before civilian GPS. We did a full instrument approach and dropped out of the clouds with the runway right in front of us. The technology was what I got interested in.

My dad owned a share of a Comanche way back in the day. We flew all over the Midwest in that plane. He let me do a few basic maneuvers one afternoon when he was doing touch-and-gos to stay current. I learned a lot about avionics and even went into designing cockpit electronics after college. But never got the bug to get my license.

I'm guessing with that bent pushrod, you're going to do some significant repair work while it's apart?

Spent some time polishing my tube. In full view of the world... Very handy tool if you have access to one. This one belongs to a buddy.

That's one thing stopping me. I'm putting in an Atlas with the 4.3. Still, it would drop my crawl ratio from about 75:1 down to around 85:1.

That shaft is definitely borked. Probably not worth the effort to salvage it. Maybe post it up for free and tell people they would need a shaft. If you were closer, I'd offer to swap a shaft out of my parts Jeep that's destined for the salvage yard. Still, trying to get $100 out of a Dana 35 is ambitious.

It's interesting, right when I'm about to rebuild my AX15. But $530 is pretty steep.

Fuel economy standards.

I'm sensing a pattern here...

Nearly every "35 inch" tire is never truly 35 inches in diameter. And the advertised outside diameter is the tire in the air with no weight on it. And, frequently, even that is smaller. Most tires have in their specs "revolutions per mile". That tends to accurately reflect the real rolling diameter. Using that in your calculations gives you usually very accurate numbers that match your real world performance. The spec for the 35x12.5/15 BFG A/T and M/T both is 602 revs per mile. Both list 34.5" advertised outside diameter. 33.5" true rolling diameter is typical for most "35 inch" tires.

It's notched so you can slide the shield off without pulling the flywheel. But you do need to separate the transmission.

I am having a bit of a moment of indecisiveness right now. A stock manual transmission MJ with 215/75R15 tires has 3.08 gears. Do the math stepping up to 35x12.5/15 and you get 3.84 to keep the stock ratio. Step up to 4.10 to account for rolling resistance and weight. With 4.10s and 35s (602 revs per mile), I get 2437 RPM at 75 on the freeway. That's not terrible. And with the Atlas transfer case with the 4.3:1 low range, I get a respectable 67.52:1 crawl ratio (first gear, low range) I have 4.56 gears to swap in. That bumps me to 2711 RPM at 75. My crawl ratio drops to 75.10:1. Both would be decent overall. If I had 3.73s in the axles now, I wouldn't bother keeping them. But I have 4.10s. It would be easy to keep them. And it would make setup easy since the pinion shims would just go back in. The carrier is changing to a locker but that's not a huge deal. The 4.10s would be a little more friendly on the freeways around here that get up to 75MPH (80 on the way out to Moab). But this isn't a daily driver. So I would only be driving to the trails most of the time. 4.56s are a jump but not huge. The freeway RPMs aren't horrible. And I get a hair better crawling on the rocks. I'm just waffling back and forth right before installing the lockers. And wondering WWCCD? For reference, 4.10s and 35s is close to having 3.31s on stock tires. 4.56s are close to 3.55s on stock tires. And this Jeep is getting an AX15 to replace the Peugeot manual.

There is a metal rod in the seal itself. Make sure you have the brass drift hitting it and not sliding by it to the side. They do have a lot of stiction. It sometimes takes a bit to get them to pop loose. And be very careful sliding the new one in. Be sure it's facing the right way. And be extra careful with the sharp edges. They can shave it as you slide it in if you're not careful.

I expect that I will need to trim somewhere. There is another hole in the top of the housing. It had a bolt that held on the brake line tee. I'm going to see if I can hijack that for the locker line.

You can if you keep all the emissions and jump through hoops.

The truss basically fits. But there's a minor problem with the breather...

And then a couple hours with a grinder...

Some things are just easier with a plasma cutter...